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EP3102813B1 - Procédé permettant de faire fonctionner un moteur à combustion interne et moteur à combustion interne associé - Google Patents

Procédé permettant de faire fonctionner un moteur à combustion interne et moteur à combustion interne associé Download PDF

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Publication number
EP3102813B1
EP3102813B1 EP15701939.9A EP15701939A EP3102813B1 EP 3102813 B1 EP3102813 B1 EP 3102813B1 EP 15701939 A EP15701939 A EP 15701939A EP 3102813 B1 EP3102813 B1 EP 3102813B1
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EP
European Patent Office
Prior art keywords
catalyst
internal combustion
combustion engine
valve overlap
parameter
Prior art date
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Application number
EP15701939.9A
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German (de)
English (en)
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EP3102813A1 (fr
Inventor
Reza Azadeh
Markus Sonner
Knut WEBER
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Audi AG
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Audi AG
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Publication of EP3102813A1 publication Critical patent/EP3102813A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0814—Oxygen storage amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0816—Oxygen storage capacity
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for operating an internal combustion engine with the features of the preamble of claim 1.
  • the invention further relates to an internal combustion engine.
  • the internal combustion engine serves, for example, for driving a motor vehicle, that is to say providing a torque directed to driving the motor vehicle.
  • the internal combustion engine is charged and has for this purpose the exhaust gas turbocharger.
  • the turbocharger has a turbine and a compressor operatively connected to the turbine.
  • the turbine is supplied with the exhaust gas generated by the internal combustion engine during its operation, wherein the turbine converts the enthalpy and / or flow energy contained in the exhaust gas into kinetic energy, in particular a rotational movement.
  • the kinetic energy is used to drive the compressor.
  • the compressor is used to compress sucked air, especially fresh air, so bring to a higher pressure level.
  • the compressed air is then supplied to the internal combustion engine, where it contributes to the implementation of the combustion.
  • the internal combustion engine has at least one catalytic converter, which serves to clean the exhaust gases generated by the internal combustion engine.
  • the exhaust gases are thus passed through the catalyst and only then discharged into an environment of the internal combustion engine.
  • the catalyst is arranged downstream of the exhaust gas turbocharger, so that the exhaust gas of the internal combustion engine first flows through the exhaust gas turbocharger and only then the catalyst.
  • the internal combustion engine has the variable valve drive, which enables the influencing of control times of at least one intake valve and / or one exhaust valve of the internal combustion engine.
  • the internal combustion engine has a plurality of cylinders, wherein each of the cylinders is associated with at least one inlet valve and one outlet valve.
  • the inlet valve and the outlet valve or all Intake valves and all exhaust valves of the internal combustion engine are assigned to the valve train.
  • the variable configuration of the valve drive now makes it possible to selectively influence or adjust either the timing of the intake valves, the exhaust valves or both intake valves and exhaust valves.
  • variable valve train is adjusted such that there is a valve overlap.
  • the at least one inlet valve and the at least one outlet valve of this cylinder are simultaneously opened. Air flowing into the cylinder through the inlet valve can thus flow out again directly through the outlet valve. If there is a positive pressure difference between the inlet side before the intake valve and the exhaust side in terms of flow after the exhaust valve, the cylinder is flushed with air, in particular fresh air, wherein a portion of the air in the cylinder located hot exhaust gas on the outlet side, in particular in a Exhaust manifold of the internal combustion engine, entrains.
  • valve overlap is determined by the valve overlap parameter. The larger the valve overlap parameter is chosen, the larger the valve overlap. By contrast, with a valve overlap parameter of zero, there is no valve overlap.
  • the valve overlap parameter is now determined in the at least one mode and set on the valve train, so that the operation of the internal combustion engine is performed with the corresponding valve overlap.
  • a disadvantage of the valve overlap is that the increased amount of air, which corresponds to a larger amount of oxygen, can lead to a saturation of the oxygen storage capacity of the catalyst and thus to the collapse of the NO x -Konvert iststsch. Accordingly, there is a conflict between the advantages explained above and the disadvantage that emission limit values, in particular for NO x , can be violated.
  • a possible remedy is that the internal combustion engine is operated with a richer fuel-air mixture. This leads to an improvement or reduction of the emissions by post combustion, but at the same time causes a higher thermal load of the catalyst. In addition, the carbon dioxide emissions are increased by the increased use of fuel. Particle emissions can also get worse.
  • the publications are from the prior art DE 10 2012 204 885 'B3 such as GB 2 367 859 A known.
  • the former describes a method for operating an internal combustion engine having at least one cylinder, which has an exhaust gas removal system for discharging the exhaust gases and at least one disposed in this Abgasab2020system exhaust aftertreatment system, in which upstream of the at least one exhaust aftertreatment system, a first lambda sensor for detecting a first air ratio is arranged and downstream of the at least one exhaust aftertreatment system, a second lambda probe for detecting a second air ratio is arranged.
  • either the first lambda probe or the second lambda probe for the regulation of the air ratio is to be used by means of engine control, wherein at least one characteristic map stored in the engine control system predetermines as input variables using at least two operating parameters of the internal combustion engine which Lambda probe to use to control the air ratio.
  • the document is from the prior art DE 103 03 705 A1 known.
  • This describes a method of operating a direct fuel injection and supercharged internal combustion engine having a variable valve train.
  • the valve overlap of the gas exchange valves for full load operation or at least full load close operation of the internal combustion engine is set by adjusting the Gas grillventil Kunststoffdales to steady state setpoints and at an increased load request in the charged operation, a dynamic correction of the stationary setpoint values towards higher valve overlap values after change of charge TDC occurs.
  • the dynamic correction values are weighted by a first factor which is a function of the pressure difference between the desired pressure value and the actual pressure in the intake duct and weighted by a second factor which takes into account the temperature of the catalytic converter.
  • the document describes AT 501 678 A2 a method for operating a spark-ignited internal combustion engine with direct fuel injection, which has at least one exhaust gas turbocharger and at least one exhaust aftertreatment device, with at least one device for changing the intake and / or exhaust control time, wherein the internal combustion engine, in particular at low engine speed with a defined valve overlap of one and exhaust valves are operated to purge the combustion chamber, and wherein the valve overlap is varied in response to at least one engine operating parameter.
  • the purging is limited or reduced after reaching a threshold value of the engine operating parameter.
  • the document shows DE 10 2006 025 050 B4 a method and an apparatus for operating an exhaust aftertreatment system and the document DE 10 2011 005 516 A1 a method and apparatus for detecting at least one property of a gas.
  • an exhaust gas turbocharger speed can be used as the catalyst state parameter, an oxygen level of the catalyst and a total operating time of the catalyst, and as an exhaust gas turbocharger state parameter.
  • the valve overlap parameter is adjusted prior to adjustment to the valve train based on at least one catalyst state parameter and / or at least one exhaust gas turbocharger state parameter.
  • the once determined valve overlap parameter is set directly on the valve train.
  • the determination is carried out, for example, based on at least one operating parameter of the internal combustion engine, in particular the operating point of the internal combustion engine.
  • the operating point is characterized in particular by the rotational speed and the torque generated by the internal combustion engine.
  • the valve overlap parameter is determined in particular statically. This means that it is responsible for a large number of values for the at least one operating parameter determined once, for example, to a reference internal combustion engine, and then in the internal combustion engine, in particular a control unit of the internal combustion engine, deposited.
  • the valve overlap parameter or its value over the entire life of the internal combustion engine for the same value of the operating parameter is constant. In this case, it is designed in such a way that it preferably ensures compliance with the emission limit values throughout the entire service life of the internal combustion engine.
  • valve overlap can only be chosen comparatively small, so that the potential of the variable valve train can not be fully utilized.
  • the internal combustion engine can not be readily used for different types of vehicles, especially for vehicles of different weight classes, because for these, for example, to comply with the emission limits, the valve overlap must be chosen differently depending on the operating point of the internal combustion engine.
  • valve overlap parameter is therefore preferably present as a function of the operating point of the internal combustion engine on the one hand and the catalyst state parameter and / or the exhaust gas turbocharger state parameter on the other hand. Only after the adaptation is the valve overlap parameter, which characterizes the valve overlap to be set, set on the valve drive.
  • a further embodiment of the invention provides that a scavenging operating mode is used as the operating mode, for which the speed of the internal combustion engine with respect to a maximum speed not more than 50%, not more than 40%, not more than 30%, not more than 20% or at most 10% and / or the torque relative to a maximum torque is at least 25%, at least 50%, at least 60%, at least 70%, at least 80% or at least 90%.
  • a scavenging operating mode is used as the operating mode, for which the speed of the internal combustion engine with respect to a maximum speed not more than 50%, not more than 40%, not more than 30%, not more than 20% or at most 10% and / or the torque relative to a maximum torque is at least 25%, at least 50%, at least 60%, at least 70%, at least 80% or at least 90%.
  • a large torque can be achieved even at low speed of the internal combustion engine.
  • the ratio of set or actual speed of the internal combustion engine to the maximum speed ie the highest provided in a normal operation of the engine speed, at most 50%, not more than 40%, not more than 30%, not more than 20% or at most 10%.
  • the ratio of adjusted or actual torque and the maximum torque ie the maximum torque achievable by means of the internal combustion engine, at least 25%, at least 50%, at least 60%, at least 70%, at least 80% or at least 90th % is.
  • a development of the invention provides that an oxygen level of the catalyst, a catalyst temperature, a catalyst volume and / or a total operating time of the catalyst is used as the catalyst state parameter, and / or that an exhaust gas turbocharger speed is used as the exhaust gas turbocharger state parameter.
  • the catalyst has a buffer for temporary storage of oxygen. In that regard, it is preferably designed as a storage catalyst.
  • the oxygen level describes the instantaneous filling of the catalyst or the buffer with oxygen, preferably relative to an achievable maximum level.
  • the catalyst temperature describes either the temperature of the catalyst itself or a temperature of the exhaust gas flowing through the catalyst.
  • the catalyst volume is the aerodynamically effective volume, which is thus traversed by the exhaust gas of the internal combustion engine.
  • the overall service life of the catalyst characterizes the age of the catalyst. Typically, as the overall operating time increases, the ability of the catalyst to deplete the exhaust gas from the pollutants therein and / or the ability of the accumulator to buffer oxygen deteriorates.
  • the exhaust gas turbocharger speed can be used as the exhaust gas turbocharger state parameter. In particular, it can be concluded from this that a sufficiently high rotational speed of the exhaust gas turbocharger already exists, the so-called "turbo lag" is thus overcome. If this is the case, a sufficiently high torque can be achieved even with a smaller valve overlap. Accordingly, in this case, the valve overlap can be reduced.
  • a preferred embodiment of the invention provides that the determination of the valve overlap parameter takes place by means of a mathematical relationship, a table and / or a characteristic diagram.
  • the valve overlap parameter can be determined in any desired manner. Preferably, however, the above-mentioned procedures are used. Particular preference is given to determining using the characteristic map.
  • the valve overlap parameter depending on the speed and / or torque of the internal combustion engine, preferably from the operating point of the internal combustion engine, deposited. That is, to determine the valve overlap parameter, the operating point is used as the input to the map, while the valve overlap parameter is the output of the map. It is important that both the mathematical relationship, the table and the map are static, so are not changed over the life of the internal combustion engine. This means that the same speed and / or torque will always be assigned the same valve overlap parameter.
  • the oxygen fill level is determined by means of a model based on a lambda value and / or an exhaust gas mass flow and the valve overlap is reduced when the valve overlap parameter is adjusted when the oxygen fill level exceeds a default fill level.
  • the oxygen level of the catalyst or the intermediate storage can be determined, for example, by integration over time.
  • m O 2 23 % * ⁇ t 2 t 2 1 - 1 ⁇ * m L * dt used.
  • the relationship provides as an output the oxygen mass contained in the buffer. This can now be set, for example, in relation to the maximum level.
  • the absolute value for the oxygen level can be used.
  • the specific valve overlap parameter can not be used. Rather, it is necessary to adapt this so that the Valve overlap is reduced to at least delay further loading of the catalyst with oxygen.
  • the default level is, for example - based on the maximum level - at least 50%, at least 60%, at least 70%, at least 80% or at least 90%.
  • a preferred embodiment of the invention provides that the reduction of the valve overlap from the difference between the oxygen level and the default level is determined.
  • the difference is determined in particular as soon as the oxygen level has exceeded the default level.
  • the valve overlap is reduced the more, the greater the difference between the oxygen level and the default level.
  • the reduction of the valve overlap is determined depending on the difference, in particular proportional to the difference.
  • a further embodiment of the invention provides that the default level is determined from the catalyst temperature, the catalyst volume and / or the total operating time of the catalyst.
  • the default level is determined from the catalyst temperature, the catalyst volume and / or the total operating time of the catalyst.
  • the maximum level from which the default filling level is then determined in particular by means of a constant factor.
  • a preferred embodiment of the invention provides that when adjusting the valve overlap parameter, the valve overlap is reduced when the exhaust gas turbocharger speed is greater than or equal to a predetermined speed.
  • the valve overlap can be made smaller if it is ensured that the exhaust gas turbocharger is no longer in the so-called "turbo lag", its rotational speed is therefore already sufficiently large.
  • the threshold value used for this purpose is the default speed. This is determined, for example, from the operating point of the internal combustion engine, ie the rotational speed and the torque.
  • the default speed can be set as the proportion of a maximum speed of the exhaust gas turbocharger, ie a maximum achievable speed thereof. For example, the default speed is at least 10%, at least 20%, at least 30%, at least 40% or at least 50% of this maximum speed.
  • a fuel injection quantity is determined from an air quantity introduced into a cylinder of the internal combustion engine, wherein the fuel injection quantity is adapted when the oxygen level exceeds the default level and / or when the catalyst temperature exceeds a preset temperature.
  • air and fuel must be introduced into the cylinder.
  • the introduction of the air takes place by suitably adjusting the valve train, for example in the scavenging mode.
  • the amount of air is calculated, for example, by means of a model and / or measured using at least one sensor, so it is known at least to a certain extent. Based on the amount of air, the fuel injection amount is now determined, in particular, a combustion air ratio is taken into account. For example, in the case of stoichiometric combustion, the combustion air ratio is one.
  • the fuel injection quantity is determined from the air quantity using a mathematical relationship, a table and / or a map. Of course, in principle, however, any determination method can be used. Like the determination of the valve overlap parameter, the determination of the fuel injection amount is initially static. For this reason, an adjustment is made here, if at least one particular condition applies. Preferably, an overrun of the default fill level by the oxygen fill level and / or an exceeding of the preset temperature by the catalyst temperature is tested.
  • the fuel injection quantity is preferably adjusted upward, that is to say increased if at least one of the conditions applies.
  • the excess air contained in the exhaust gas of the internal combustion engine is reduced, so that the oxygen level of the catalyst increases more slowly or preferably kept constant or even reduced.
  • the additional fuel reduces the temperature of the exhaust gas, so that the increase in the catalyst temperature is slowed down or preferably prevented. Also, a reduction of the catalyst temperature can be achieved in this way.
  • the invention further relates to an internal combustion engine, in particular for carrying out the method according to the preceding embodiments, with at least one exhaust gas turbocharger, at least one catalytic converter and a variable valve train, wherein it is provided to determine a valve overlap parameter in at least one operating mode of the internal combustion engine and to adjust it to the valve drive, the Internal combustion engine is adapted to adjust the valve overlap parameter before setting on the valve train based on at least one catalyst state parameter and / or at least one exhaust gas turbocharger state parameter. It is provided that an exhaust gas turbocharger speed can be used as the catalyst state parameter, an oxygen level of the catalyst and a total operating time of the catalyst, and as an exhaust gas turbocharger state parameter.
  • the internal combustion engine has an exhaust gas turbocharger, a catalytic converter and a variable valve train.
  • the variable valve train is used to change the timing of intake valves and / or exhaust valves, preferably of both, the internal combustion engine.
  • a valve overlap can be adjusted by means of the valve drive. This is to be understood as a period during which both the intake valve and the exhaust valve of a cylinder of the internal combustion engine are opened simultaneously.
  • the method is implemented, for example, by means of a control unit of the internal combustion engine.
  • a load or a torque of the internal combustion engine and along the arrow 2, the speed of the internal combustion engine are provided along the arrow 1.
  • the load or the torque and the speed together define the operating point of the internal combustion engine.
  • an evaluation 3 it is determined whether a normal mode or a scavenging mode should be performed. In the former, the valve overlap is less than in scavenging mode or even zero. Conversely, in accordance with the valve overlap in the scavenging mode is greater than in the normal mode, in particular greater than zero.
  • a valve overlap parameter is determined, which is output along the arrow 6.
  • this valve overlap parameter is set directly on the internal combustion engine or the variable valve train.
  • an effective overlap is then calculated in an evaluation 7, from which in turn an air mass purged through a cylinder of the internal combustion engine is determined within the framework of an evaluation 8. This air mass is output along the arrow 9.
  • a purge rate is determined from the air mass, which is used in an evaluation 11 in a calculation of a lambda setpoint.
  • the air mass determined in the context of the evaluation 8 forms an input variable of a subtractor 12, the output variable of which is output along the arrow 13 and subsequently used in an evaluation 14 for determining a fuel injection quantity.
  • Another input of the subtractor 12 represents an amount of air introduced into the cylinder, which is supplied along the arrow 15 to the subtractor 12.
  • the purged air mass is subtracted from the calculated air mass 15 and the result of the evaluation 14 is supplied.
  • the method according to the invention is characterized in that the valve overlap parameter is adjusted before setting on the valve train based on at least one catalyst state parameter and / or at least one exhaust gas turbocharger state parameter.
  • an oxygen level of the catalyst is initially determined as part of an evaluation 16 and provided along the arrow 17.
  • the oxygen level thereby represents a catalyst state parameter.
  • Further catalyst state parameters are supplied to an evaluation 18 along the arrows 19, 20 and 21, namely in this order a catalyst temperature, a catalyst volume and a total operating time of the catalyst.
  • a default fill level is determined within the evaluation 18 and compared with the oxygen fill level. For example, a difference between the oxygen level and the default level is determined. This difference can then be used in an evaluation 22 for Determination of a first correction value are used. This first correction value is fed along the arrow 23 to an adder 24.
  • the exhaust gas turbocharger speed which is used as exhaust gas turbocharger state parameter, are compared with a preset speed. If the exhaust-gas turbocharger rotational speed is greater than or equal to the preset rotational speed, a second correction value is determined within the scope of an evaluation 26 and likewise fed to the adder 24 along the arrow 27. In particular, the second correction value is selected such that the valve overlap is reduced when the exhaust gas turbocharger speed is greater than or equal to the preset speed.
  • the two correction values are added by the adder 24 and the result is fed along the arrow 28 to a subtractor 29, which has as a further input variable along the arrow 6 the valve overlap parameter.
  • the result of the adder 24 is now used to adjust the valve overlap parameter, in particular it is subtracted from the valve overlap parameter. The result is then supplied to the evaluation 7 and / or adjusted to the variable valve train.
  • the catalyst temperature along the arrow 30 can be provided to an evaluation 31, which furthermore has the oxygen fill level of the catalyst as an input variable. If it is determined that the oxygen fill level exceeds the default fill level and / or the catalyst temperature exceeds a preset temperature, the fuel injection quantity previously determined in the context of the evaluation 14 can be adjusted on this basis.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Supercharger (AREA)

Claims (10)

  1. Procédé de fonctionnement d'un moteur à combustion interne avec au moins un turbocompresseur, au moins un catalyseur et une distribution variable, dans lequel, dans au moins un mode de fonctionnement du moteur à combustion interne, un paramètre de croisement des soupapes est déterminé et est réglé au niveau de la distribution et dans lequel le paramètre de croisement des soupapes est adapté à l'aide d'au moins un paramètre d'état de catalyseur avant le réglage au niveau de la distribution, caractérisé en ce que l'on utilise comme paramètre d'état de catalyseur un niveau d'oxygène du catalyseur ainsi qu'une durée de fonctionnement totale du catalyseur.
  2. Procédé selon la revendication 1, caractérisé en ce que, comme mode de fonctionnement, on utilise un mode de fonctionnement de balayage pour lequel la vitesse de rotation du moteur à combustion interne vaut au maximum 50%, au maximum 40%, au maximum 30%, au maximum 20% ou au maximum 10%, d'une vitesse de rotation maximale et/ou le couple vaut au moins 25 %, au moins 50 %, au moins 60 %, au moins 70 %, au moins 80 % ou au moins 90 %, d'un couple maximal.
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'on utilise en plus comme paramètre d'état de catalyseur une température de catalyseur et/ou un volume de catalyseur.
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le paramètre de croisement des soupapes est adapté en plus à l'aide d'au moins un paramètre d'état de turbocompresseur, une vitesse de rotation de turbocompresseur étant utilisée comme paramètre d'état de turbocompresseur.
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le niveau d'oxygène est déterminé au moyen d'un modèle à l'aide d'une valeur lambda et/ou d'un flux massique de gaz d'échappement et, lors de l'adaptation du paramètre de croisement des soupapes, le croisement des soupapes est réduit lorsque le niveau d'oxygène dépasse un niveau prescrit.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que la réduction du croisement des soupapes est déterminée à partir de la différence entre le niveau d'oxygène et le niveau prescrit.
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le niveau prescrit est déterminé à partir de la température de catalyseur, du volume de catalyseur et/ou de la durée de fonctionnement totale du catalyseur.
  8. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que, lors de l'adaptation du paramètre de croisement des soupapes, le croisement des soupapes est réduit lorsque la vitesse de rotation de turbocompresseur est supérieure ou égale à une vitesse prescrite.
  9. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une quantité de carburant injecté est déterminée à partir d'une quantité d'air introduite dans un cylindre du moteur à combustion interne, laquelle quantité de carburant injecté est adaptée lorsque le niveau d'oxygène dépasse le niveau prescrit et/ou lorsque la température de catalyseur dépasse une température prescrite.
  10. Moteur à combustion interne, en particulier pour la mise en oeuvre du procédé selon une ou plusieurs des revendications précédentes, avec au moins un turbocompresseur, au moins un catalyseur et une distribution variable, dans lequel il est prévu, dans au moins un mode de fonctionnement du moteur à combustion interne, de déterminer un paramètre de croisement des soupapes et de régler une distribution et dans lequel le moteur à combustion interne est conçu pour adapter le paramètre de croisement des soupapes à l'aide d'au moins un paramètre d'état de catalyseur avant le réglage au niveau de la distribution, caractérisé en ce que l'on utilise comme paramètre d'état de catalyseur un niveau d'oxygène du catalyseur ainsi qu'une durée de fonctionnement totale du catalyseur.
EP15701939.9A 2014-02-07 2015-01-31 Procédé permettant de faire fonctionner un moteur à combustion interne et moteur à combustion interne associé Active EP3102813B1 (fr)

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DE102014001672.2A DE102014001672A1 (de) 2014-02-07 2014-02-07 Verfahren zum Betreiben einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
PCT/EP2015/000186 WO2015117742A1 (fr) 2014-02-07 2015-01-31 Procédé permettant de faire fonctionner un moteur à combustion interne et moteur à combustion interne associé

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EP3102813A1 EP3102813A1 (fr) 2016-12-14
EP3102813B1 true EP3102813B1 (fr) 2018-04-04

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DE102016004820A1 (de) 2016-04-21 2017-10-26 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Steuern einer Brennkraftmaschine
DE102016009061A1 (de) 2016-07-26 2018-02-01 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftwagens
DE102022207802A1 (de) 2022-07-28 2024-02-08 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und einer Vorrichtung zur Steuerung einer Brennkraftmaschine mit einer verstellbaren Ventilüberschneidung

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Publication number Publication date
CN105960518B (zh) 2019-06-21
WO2015117742A1 (fr) 2015-08-13
EP3102813A1 (fr) 2016-12-14
DE102014001672A1 (de) 2015-08-13
CN105960518A (zh) 2016-09-21
US10066560B2 (en) 2018-09-04
US20170167419A1 (en) 2017-06-15

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